CN107111950B - Collision avoidance system - Google Patents

Abstract

The invention relates to a collision avoidance system (100) comprising: a following vehicle data acquisition unit (51) that acquires following vehicle data indicating the relative position and relative speed with a following vehicle (12) that travels behind the own vehicle (11); a travel data acquisition unit (52) that acquires travel data indicating travel conditions of the own vehicle; a specific situation extraction unit (22) that extracts, on the basis of the following vehicle data and the travel data, specific travel data that represents specific travel conditions of the leading vehicle that are likely to collide with the following vehicle; a database unit (23) that stores a plurality of specific travel data; a determination unit (24) that determines whether or not the vehicle of one's own side is likely to collide with the following vehicle, based on the travel data acquired by the travel data acquisition unit and the specific travel data stored in the database unit; and an alarm data output unit (25) that outputs alarm data for a following vehicle when the determination unit determines that there is a possibility of a collision.

Description

Collision avoidance system

Technical Field

The invention relates to an anti-collision system.

Background

In the field of a collision avoidance system for avoiding a collision of a vehicle, there is known a technology for issuing an alarm to another vehicle when the possibility of a collision increases as disclosed in patent document 1.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. H04-054600

Disclosure of Invention

Problems to be solved by the invention

As an emergency situation where the driver hits while driving the own vehicle, there is a situation where the driver is about to be collided with by a following vehicle. Emergency scenes occur mostly in similar driving situations. If an alarm can be given when an emergency situation occurs, the probability of collision avoidance becomes high.

The invention aims to provide a collision avoidance system for avoiding vehicle collision by giving an alarm in case of emergency.

Technical scheme

According to an aspect of the present invention, there is provided an anti-collision system including: a following vehicle data acquisition unit that is provided in the vehicle of the own party and acquires a relative position and a relative speed with respect to a following vehicle that runs behind the vehicle of the own party; a travel data acquisition unit that is provided in the vehicle of; a specific situation extraction unit that is provided in the vehicle of the person and extracts specific travel data indicating a specific travel condition of the vehicle of the person, which is likely to collide with the vehicle of the person, on the basis of the following vehicle data and the travel data; a database unit provided in the vehicle of the vehicle owner and storing a plurality of specific travel data; a determination unit provided in the vehicle of the; and an alarm data output unit provided in the vehicle of the own vehicle and configured to output alarm data for the following vehicle when the determination unit determines that the collision is likely to occur.

In the aspect of the present invention, the vehicle control apparatus may further include a position data acquiring unit provided in the own vehicle and configured to acquire position data indicating a position of the own vehicle, wherein the specific situation extracting unit may extract specific position data indicating a specific position of the own vehicle which is highly likely to become the specific travel condition, based on the following vehicle data, the position data, and the travel data, the database unit may store the specific travel data and the specific position data in association with each other, and the determining unit may determine whether or not the following vehicle and the own vehicle are likely to collide, based on the position data acquired by the position data acquiring unit and the specific position data stored in the database unit.

According to an aspect of the present invention, there is provided an anti-collision system including: a following vehicle data acquisition unit that is provided in the vehicle of the own party and acquires following vehicle data indicating a relative position and a relative speed with respect to a following vehicle that runs behind the vehicle of the own party; a position data acquisition unit that is provided in the vehicle of the own party and acquires position data indicating a position of the vehicle of the own party; a specific situation extraction unit that is provided in the vehicle of the my party and extracts specific position data indicating a specific position of the vehicle of the my party where the vehicle of the my party and the following vehicle are likely to collide with each other, based on the following vehicle data and the position data; a database unit which is provided in the vehicle of one party and stores a plurality of pieces of the specific position data; a determination unit provided in the vehicle of one's own, for determining whether or not the subsequent vehicle and the vehicle of one's own may collide with each other, based on the position data acquired by the position data acquisition unit and the specific position data stored in the database unit; and an alarm data output unit provided in the vehicle of the own vehicle and configured to output alarm data for the following vehicle when the determination unit determines that the collision is likely to occur.

In the aspect of the present invention, the vehicle management system may further include a distribution unit that is provided in the vehicle of the own vehicle and distributes the specific position data to another vehicle.

In the aspect of the present invention, the plurality of pieces of specific position data stored in the database unit may be classified according to a level of a possibility of collision, and the alarm data output unit may change a timing of outputting the alarm data according to the level.

In the present invention, the present invention may further include: a driver identification data acquisition unit that is provided in the vehicle of the own party and acquires driver identification data indicating a driver of the vehicle of the own party; a time data acquisition unit that is provided in the vehicle of; and a weather data acquiring unit that is provided in the vehicle and acquires weather data indicating weather, wherein the warning data output unit changes a timing of outputting the warning data based on at least one of the driver identification data, the time data, and the weather data.

In the aspect of the present invention, the plurality of specific position data stored in the database unit may be classified according to a level of possibility of collision, and the vehicle may further include: a driver identification data acquisition unit that is provided in the vehicle of the own party and acquires driver identification data indicating a driver of the vehicle of the own party; a time data acquisition unit that is provided in the vehicle of; and a weather data acquiring unit provided in the vehicle and configured to acquire weather data indicating weather, wherein the determining unit selects the specific position data to be used for the determination among the plurality of specific position data stored in the database unit, based on at least one of the driver identification data, the time data, and the weather data.

Advantageous effects

According to an aspect of the present invention, there is provided a collision avoidance system for avoiding a collision of a vehicle by issuing an alarm in the event of an emergency situation.

Drawings

Fig. 1 is a schematic diagram showing an example of a collision avoidance system according to a first embodiment.

Fig. 2 is a schematic diagram showing an example of the own vehicle according to the first embodiment.

Fig. 3 is a schematic diagram showing a part of a following vehicle of the first embodiment.

Fig. 4 is a schematic diagram showing an example of the collision avoidance system according to the first embodiment.

Fig. 5 is a functional block diagram of an example of the collision avoidance system of the first embodiment.

Fig. 6 is a schematic diagram showing an example of a scene in which the own vehicle collides with the following vehicle soon.

Fig. 7 is a schematic diagram showing an example of a scene in which the own vehicle collides with the following vehicle soon.

Fig. 8 is a schematic diagram showing an example of a scene in which the own vehicle collides with the following vehicle soon.

Fig. 9 is a schematic diagram showing an example of a scene in which the own vehicle collides with the following vehicle soon.

Fig. 10 is a schematic diagram showing an example of a scene in which the own vehicle collides with the following vehicle soon.

Fig. 11 is a diagram illustrating an example of the collision avoidance method according to the first embodiment.

Fig. 12 is a diagram illustrating an example of the collision avoidance method according to the first embodiment.

Fig. 13 is a diagram illustrating an example of the collision avoidance method according to the first embodiment.

Fig. 14 is a diagram illustrating an example of the collision avoidance method according to the first embodiment.

Fig. 15 is a diagram illustrating an example of the collision avoidance method according to the first embodiment.

Fig. 16 is a diagram illustrating an example of a collision avoidance method according to the second embodiment.

Fig. 17 is a diagram illustrating an example of a collision avoidance method according to the second embodiment.

Fig. 18 is a diagram illustrating an example of a collision avoidance method according to the second embodiment.

Fig. 19 is a diagram illustrating an example of a collision avoidance method according to the second embodiment.

Fig. 20 is a diagram illustrating an example of a collision avoidance method according to the second embodiment.

Fig. 21 is a diagram illustrating an example of a collision avoidance method according to the third embodiment.

Fig. 22 is a diagram illustrating an example of a collision avoidance method according to the third embodiment.

Fig. 23 is a diagram illustrating an example of a collision avoidance method according to the third embodiment.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings, but the present invention is not limited thereto. The constituent elements of the embodiments described below can be combined as appropriate. In addition, some of the components may not be used.

< first embodiment >

The first embodiment will be explained. Fig. 1 is a schematic diagram showing an example of a collision avoidance system 100 according to the present embodiment. The collision avoidance system 100 avoids a collision of the my vehicle 11 with a subsequent vehicle 12 traveling behind the my vehicle 11. The collision avoidance system 100 mitigates damage that results from collisions of my vehicle 11 with the following vehicles 12. The collision avoidance system 100 prevents a collision of the my vehicle 11 with the following vehicle 12 in the future. At least a portion of the collision avoidance system 100 is located in my vehicle 11.

The my vehicle 11 includes: a running gear 14 including a tire 13; a vehicle body 15 supported by the traveling device 14; a steering device 16 capable of changing the traveling direction of the own vehicle 11; a steering wheel operating portion 17 for operating the steering device 16; a brake device 18 for decelerating or stopping the my vehicle 11; a brake operating section 19 for operating the brake device 18; and a control device 20 that controls the my vehicle 11. The Control device 20 includes a computer system such as an Engine Control Unit (ECU).

Further, the my vehicle 11 includes: a following vehicle sensor 31 that detects the following vehicle 12 in a non-contact manner; a speed sensor 32 that detects the traveling speed of the my vehicle 11; a steering wheel sensor 33 that detects a steering angle and a steering speed of the steering device 16; a GPS receiver 34 that detects the position of the my vehicle 11; an identification data input device 35 for inputting identification data of a driver driving the my vehicle 11; a timer 36 for measuring time; and a rain sensor 37 that detects rain.

The my vehicle 11 is also provided with an alarm device 41 for giving an alarm to the following vehicle 12, and a wireless communication device 42.

The my vehicle 11 has a cab in which a driver sits. The steering wheel operating unit 17 and the brake operating unit 19 are disposed in the cab. The steering wheel operating unit 17 and the brake operating unit 19 are operated by the driver. The steering wheel operation unit 17 includes a steering wheel. The brake operating section 19 includes a brake pedal.

The following vehicle sensor 31 detects the following vehicle 12 following the my vehicle 11 in a non-contact manner. The following vehicle sensor 31 is disposed at the rear of the vehicle body 15 of the own vehicle 11. The following vehicle sensor 31 includes a radar device. The radar device may be a millimeter wave radar device or a doppler radar device. The radar device transmits radio waves or ultrasonic waves and can detect whether or not there is a following vehicle 12 traveling behind the own vehicle 11. Further, the radar device can detect not only the presence or absence of the following vehicle 12 but also the relative position with the following vehicle 12 and the relative speed with the following vehicle 12. The relative position to the following vehicle 12 includes the relative distance and orientation. The following vehicle sensor 31 may include at least one of a laser scanner and a three-dimensional distance sensor. The following vehicle sensor 31 may also include a camera that acquires an optical image of an object and can detect the object in a non-contact manner.

The alarm device 41 uses one or both of the voice and the image to issue an alarm to the following vehicle 12. Alarm device 41 is disposed at the rear of vehicle body 15. The wireless communication device 42 can wirelessly communicate with a wireless communication device 43 provided in the following vehicle 12.

Fig. 2 is a diagram of an example of the own vehicle 11 of the present embodiment as viewed from the rear. As shown in fig. 2, the following vehicle sensor 31 is provided at the rear of the my vehicle 11. The warning device 41 is provided at the rear of the my vehicle 11. In the present embodiment, the warning device 41 includes a display device provided on the inner side (inside) of the rear window of the own vehicle 11. The warning device 41 is provided at a position visible to the driver of the following vehicle 12. In the example shown in fig. 2, the warning device 41 shows "danger! | A "and alerts the driver of the following vehicle 12. The alarm device 41 may include a speaker. The warning device 41 may also use voice to warn the driver of the following vehicle 12.

Fig. 3 is a diagram schematically showing an example of the display device 46 provided in the cab of the following vehicle 12 according to the present embodiment. The my vehicle 11 can wirelessly communicate with the wireless communication device 43 provided in the following vehicle 12 using the wireless communication device 42. The my vehicle 11 can alert the following vehicle 12 via the wireless communication device 43. When the my vehicle 11 issues an alarm to the driver of the following vehicle 12, alarm data is transmitted from the control device 20 of the my vehicle 11 to the following vehicle 12 via the wireless communication device 42 and the wireless communication device 43. The control device of the following vehicle 12 controls the display device 46 provided in the cab of the following vehicle 12 based on the warning data supplied from the own vehicle 11. In the example shown in FIG. 2, the display device 46 of the following vehicle 12 displays "danger! | A "and alerts the driver of the following vehicle 12. The control device of the following vehicle 12 may control a speaker provided in the cab of the following vehicle 12 based on the warning data supplied from the own vehicle 11. For example, the "danger! | A "of voice data.

Fig. 4 is a diagram schematically showing the collision avoidance system 100 according to the present embodiment. My vehicle 11 is able to communicate with the following vehicle 12 via the communication network 44. The my vehicle 11 may communicate directly with the wireless communication device 43 provided in the following vehicle 12, or may communicate with the following vehicle 12 via the communication network 44. For example, the warning data output from the control device 20 of the own vehicle 11 may be transmitted to the control device of the following vehicle 12 via the communication network 44. Further, the my-party vehicle 11 can accept distribution of data from the data distribution company 45 via the communication network 44. The data distribution company 45 distributes, for example, meteorological data.

Fig. 5 is a functional block diagram showing an example of the collision avoidance system 100 according to the present embodiment. The control device 20 is provided in the my vehicle 11. The control device 20 includes a computer system. The computer system has a processor such as a CPU and a storage device such as a Read-Only Memory (ROM), a Random Access Memory (RAM), and a hard disk. As shown in fig. 5, the control device 20 includes a data acquisition unit 21, a specific situation extraction unit 22, a database unit 23, a determination unit 24, an alarm data output unit 25, and a distribution unit 26.

The data acquisition unit 21 acquires data. In the present embodiment, the data acquisition unit 21 includes: a following vehicle data acquisition portion 51 that acquires following vehicle data indicating a relative position and a relative speed with the following vehicle 12; a traveling data acquisition unit 52 that acquires traveling data indicating traveling conditions of the own vehicle 11; a position data acquisition unit 53 that acquires position data indicating the position of the own vehicle 11; a driver identification data acquisition unit 54 that acquires driver identification data indicating a driver of the own vehicle 11; a time data acquisition unit 55 provided in the vehicle 11 and configured to acquire data indicating time; and a weather data acquiring unit 56 for acquiring weather data indicating weather.

The following vehicle data acquisition portion 51 acquires following vehicle data indicating the relative position and the relative speed with the following vehicle 12 from the following vehicle sensor 31. The following vehicle sensor 31 detects following vehicle data indicating the relative position and relative speed of the leading vehicle 11 and the following vehicle 12, and sends the following vehicle data to the following vehicle data acquisition section 51.

The travel data acquisition unit 52 acquires travel data indicating travel conditions of the own vehicle 11 from the speed sensor 32 and the steering wheel sensor 33. The travel conditions of the my vehicle 11 include a travel speed, an acceleration, a deceleration (a negative acceleration), and a traveling direction of the my vehicle 11. The speed sensor 32 can detect the traveling speed, acceleration, and deceleration (negative acceleration) of the own vehicle 11. The steering wheel sensor 33 can detect the traveling direction of the my vehicle 11. Further, the steering wheel sensor 33 can detect the steering angle and the steering speed of the steering device 16. The steering speed is the speed at which the steering device 16 turns. The steering speed includes a speed at which the driver turns the steering wheel operation portion 17. The speed sensor 32 detects traveling data of the own vehicle 11 including a traveling speed, an acceleration, and a deceleration (negative acceleration) of the own vehicle 11, and transmits the traveling data to the traveling data acquisition unit 52. The speed sensor 32 detects traveling data of the own vehicle 11 including a steering angle and a steering speed, and transmits the traveling data to the traveling data acquisition unit 52.

The position data acquisition section 53 acquires position data indicating the position of the own vehicle 11 from the GPS receiver 34. The location of my vehicle 11 is an absolute location on earth as specified by the Global Positioning System (GPS). The GPS receiver 34 receives signals from GPS satellites and derives position data representing the position of my vehicle 11. The GPS receiver 34 derives position data indicating the position of the own vehicle 11, and transmits the position data to the position data acquisition unit 53.

The driver identification data acquisition unit 54 acquires driver identification data indicating the driver of the own vehicle 11 from the identification data input device 35. The driver carries an identification member such as an ID card or an ID key. The identification means holds driver identification data unique to the driver. When the driver is seated in the cab, the driver identification data held by the identification means is read into the identification data input device 35. Thereby, the identification data input device 35 acquires the driver identification data. The identification data input device 35 acquires driver identification data indicating the driver of the own vehicle 11, and transmits the driver identification data to the driver identification data acquisition unit 54.

In the present embodiment, the engine of the own vehicle 11 is operated by the driver identification data being input to the identification data input device 35. When the driver identification data is not read by the identification data input device 35, the operation of the engine of the my vehicle 11 is prohibited. In the case where the my-party vehicle 11 is a vehicle to which a transportation company such as a freight company, a passenger car company, and a taxi company belongs, sometimes a plurality of drivers alternately drive one my-party vehicle 11. The engine of my vehicle 11 is operated by the driver identification data being read by the identification data input device 35. Thereby, the my vehicle 11 is prevented from being driven by a driver not belonging to the non-carrier company.

The time data acquisition unit 55 acquires time data indicating time from the timer 36. The timer 36 transmits time data indicating time to the time data acquisition unit 55.

The weather data acquisition unit 56 acquires weather data indicating weather from the rain sensor 37. When detecting rain, the rain sensor 37 transmits weather data indicating rainy days to the weather data acquisition unit 56. When the rain sensor 37 does not detect rain, it transmits weather data indicating a clear day to the weather data acquisition unit 56. The weather data acquisition unit 56 may acquire weather data distributed from the data distribution company 45 via the communication network 44.

The specific situation extraction portion 22 extracts specific travel data indicating specific travel conditions of the my vehicle 11 that are likely to collide with the following vehicle 12, based on the following vehicle data and the travel data acquired by the data acquisition portion 21. Further, the specific situation extraction portion 22 extracts specific position data indicating a specific position of the my vehicle 11, at which the my vehicle 11 and the following vehicle 12 are likely to collide, on the basis of the following vehicle data and the position data acquired by the data acquisition portion 21. The specific situation extraction unit 22 can extract specific position data indicating a specific position of the my vehicle 11 that is likely to be a specific travel condition, from the following vehicle data, the position data, and the travel data.

Fig. 6 and 7 are schematic diagrams for explaining an example of specific running conditions. The specific travel condition refers to a travel condition of the my vehicle 11 in which the my vehicle 11 and the following vehicle 12 are likely to collide with each other. The traveling condition of the my vehicle 11 includes a driving condition of the driver of the my vehicle 11.

The specific running condition is a running condition that induces a rear-end collision accident in which the following vehicle 12 collides with the own vehicle 11. The specific driving condition of the driver of the my vehicle 11 is a driving condition that induces a rear-end collision accident in which the following vehicle 12 collides with the my vehicle 11. The specific driving by the driver of the my vehicle 11 includes a sudden braking operation in which the brake operation portion 19 is operated sharply by the driver of the my vehicle 11, and a sudden steering operation in which the steering wheel operation portion 17 is operated sharply by the driver of the my vehicle 11.

For example, as shown in fig. 6, when the my vehicle 11 performs a sudden braking operation and the my vehicle 11 performs a sudden braking, the possibility of the my vehicle 11 colliding with the following vehicle 12 becomes high. Fig. 6 shows a scene in which the my vehicle 11 makes a sudden braking operation so that the my vehicle 11 is soon to be rear-ended by the following vehicle 12 when the my vehicle 11 and the following vehicle 12 travel on the same lane.

Further, as shown in fig. 7, when the leading vehicle 11 performs a sharp steering operation and the traveling direction of the leading vehicle 11 is changed sharply, the possibility that the leading vehicle 11 and the following vehicle 12 collide with each other becomes high. Fig. 7 shows a situation in which, when the my vehicle 11 and the following vehicle 12 travel on different lanes, the my vehicle 11 makes a sharp turn operation, and the my vehicle 11 suddenly enters the lane on which the following vehicle 12 travels, and is about to be rear-ended by the following vehicle 12.

In the present embodiment, when the relative speed between the my vehicle 11 and the following vehicle 12 is equal to or higher than a predetermined speed and the relative distance between the my vehicle 11 and the following vehicle 12 is equal to or lower than a predetermined distance due to the traveling condition of the my vehicle 11 including the driving condition of the driver, the specific situation extracting unit 22 determines that the driver of the my vehicle 11 has performed specific driving (dangerous driving) and the my vehicle 11 has performed specific traveling (dangerous traveling).

The following vehicle data indicating the relative speed and the relative distance of the my vehicle 11 and the following vehicle 12 is detected by the following vehicle sensors 31. The speed sensor 32 detects a degree of rapid decrease (degree of deceleration) in the traveling speed of the host vehicle 11, including a degree of sudden braking operation by the driver of the host vehicle 11. The degree of abrupt change in the traveling direction of the my vehicle 11, including the degree of abrupt steering operation by the driver of the my vehicle 11, is detected by the steering wheel sensor 33. The specific situation extraction unit 22 determines whether or not the specific travel involving the specific driving of the my vehicle 11 is performed, based on the detection result of the following vehicle sensor 31, the detection result of the speed sensor 32, and the detection result of the steering wheel sensor 33.

The specific situation extraction portion 22 determines whether the traveling my vehicle 11 has performed the specific travel or not, based on the following vehicle data acquired by the following vehicle data acquisition portion 51 and the traveling data acquired by the traveling data acquisition portion 52. The specific situation extraction unit 22 extracts specific travel data (dangerous travel data) indicating that the own vehicle 11 has performed specific travel.

The specific situation extraction unit 22 extracts, as the specific travel data, the travel data of the leading vehicle 11 at the time of determination when it is determined that the leading vehicle 12 is suddenly and abnormally approaching the leading vehicle 11 and is about to collide with the trailing vehicle, based on the detection result of the leading vehicle sensor 31. The specific travel data extracted by the specific situation extraction unit 22 is stored in the database unit 23.

Fig. 8 and 9 are schematic diagrams for explaining an example of the specific position. The specific location refers to a location of the my vehicle 11 where the my vehicle 11 and the following vehicle 12 are likely to collide with each other. There is a location on the road on which the my vehicle 11 is traveling that is prone to rear-end accidents.

For example, as shown in fig. 8, when there is a traffic signal 47 ahead of a position where a downhill slope of a road ends, when the leading vehicle 11 stops in accordance with an instruction from the traffic signal 47, the following vehicle 12 traveling on the downhill slope may collide with the leading vehicle 11. In the example shown in fig. 8, the position where the traffic signal 47 is provided is a specific position.

Further, as shown in fig. 9, in the case where there is an intersection 49 for merging with the main road in front of the curve 48 of the road with a poor view, when the leading vehicle 11 stops in front of the intersection 49 in order to enter the main road, the following vehicle 12 traveling on the curve 48 may collide with the leading vehicle 11. In the example shown in fig. 9, the position in front of the intersection 49 is a specific position.

In fig. 8 and 9, when the driver driving the following vehicle 12 is a driver who is accustomed to a road including a specific position, a local driver, or an experienced driver, the following vehicle 12 has a low possibility of rear-end collision with the host vehicle 11. On the other hand, in the case where the driver driving the following vehicle 12 is a driver who is not accustomed to a road including a specific position, a driver who has come from another place and used the road for the first time, and a driver with little experience, the possibility that the following vehicle 12 collides with the my vehicle 11 becomes high.

In the present embodiment, the specific situation extracting unit 22 determines that the position where the my vehicle 11 exists is a specific position (dangerous position) when the relative speed between the my vehicle 11 and the following vehicle 12 is equal to or higher than a predetermined speed and the relative distance between the my vehicle 11 and the following vehicle 12 is equal to or lower than a predetermined distance due to the position of the my vehicle 11. The following vehicle data indicating the relative speed and the relative distance of the my vehicle 11 and the following vehicle 12 is detected by the following vehicle sensors 31. The position of my vehicle 11 is acquired by the GPS receiver 34.

The specific situation extraction section 22 determines whether or not the position where the my vehicle 11 is parked is the specific position, based on the following vehicle data acquired by the following vehicle data acquisition section 51 and the position data acquired by the position data acquisition section 53. The specific situation extraction unit 22 extracts specific position data (dangerous position data) indicating that the position where the own vehicle 11 exists is a specific position.

The specific situation extraction unit 22 extracts, as specific position data, position data of the my vehicle 11 at the time of determination when it is determined that the following vehicle 12 is suddenly and abnormally approaching the parked my vehicle 11 and is about to collide with the rear end, based on the detection result of the following vehicle sensor 31. The specific position data extracted by the specific situation extraction unit 22 is stored in the database unit 23.

In the example described with reference to fig. 8 and 9, when it is determined that the following vehicle 12 suddenly and abnormally approaches the leading vehicle 11 in the parking and is about to rear-end, the position data of the leading vehicle 11 at the time of determination is extracted as the specified position data.

As shown in fig. 10, as a scene in which the following vehicle 12 and the traveling own vehicle 11 are about to collide with each other, a scene in which pedestrians rush out of the road is considered. For example, a child may rush out on a road near a primary school or park. Furthermore, during early peak hours, pedestrians may rush out of the road. When the traveling my vehicle 11 is near a position where a pedestrian frequently rushes out, a sudden braking operation or a sudden steering operation may be performed by the driver of the traveling my vehicle 11 due to the rushing out of the pedestrian. As a result, the possibility that the following vehicle 12 traveling behind the leading vehicle 11 will collide with the leading vehicle 11 is high.

The specific situation extraction unit 22 may extract specific position data indicating a specific position of the my vehicle 11 that is likely to become a specific travel condition, based on the following vehicle data acquired by the following vehicle data acquisition unit 51, the position data acquired by the position data acquisition unit 53, and the travel data acquired by the travel data acquisition unit 52.

The specific situation extraction unit 22 may extract, when it is determined that the following vehicle 12 is suddenly and abnormally approaching the traveling my vehicle 11 and is about to rear-end based on the detection result of the following vehicle sensor 31, the traveling data of the my vehicle 11 at the time of the determination as the specific traveling data, and extract the position of the my vehicle 11 at the time of the specific traveling as the specific position data of the my vehicle 11 that is likely to become the specific traveling condition. The specific travel data and the specific position data of the my vehicle 11 at the time of the determination may be stored in association with each other and stored in the database unit 23.

The database unit 23 stores a plurality of specific travel data extracted by the specific situation extraction unit 22. The database unit 23 stores a plurality of specific position data extracted by the specific situation extraction unit 22. The database unit 23 may store the specific travel data and the specific position data in association with each other.

The specific situation extraction unit 22 extracts a plurality of specific travel data of the my vehicle 11 when it is determined that the following vehicle 12 is about to collide with the traveling my vehicle 11. By storing the specific travel data of the plurality of patterns in the database section 23, the specific travel data of the my vehicle 11 of the plurality of patterns with which the my vehicle 11 and the following vehicle 12 are likely to collide is made into a database. The specific driving data of the driver of the my vehicle 11 who induces the rear-end collision accident in which the following vehicle 12 collides with the my vehicle 11 may also be made into a database.

The specific situation extraction section 22 extracts a plurality of specific position data of the my vehicle 11 at the time when it is determined that the following vehicle 12 is about to collide with the my vehicle 11 in the parking. By storing the specific position data of the plurality of patterns in the database section 23, the specific position data of the my vehicle 11 of the plurality of patterns with which the my vehicle 11 and the following vehicle 12 are likely to collide is made into a database.

The specific situation extraction section 22 may extract the specific position data and the specific travel data of the my vehicle 11 when it is determined that the following vehicle 12 is about to collide with the traveling my vehicle 11 in association with each other. The specific travel data of the my vehicle 11 of the plurality of patterns with which the my vehicle 11 and the following vehicle 12 are likely to collide, and the specific position data of the my vehicle 11 are made into a database by storing the specific travel data of the my vehicle 11 of the plurality of patterns in association with the specific position data of the my vehicle 11 in the database section 23.

After the database of the specific travel data is constructed, the determination section 24 determines whether or not the own vehicle 11 and the following vehicle 12 are likely to collide, based on the travel data acquired by the travel data acquisition section 52 and the database of the specific travel data stored in the database section 23. The warning data output unit 25 outputs warning data to the following vehicle 12 when the determination unit 24 determines that there is a possibility of a collision.

Fig. 11 and 12 are diagrams for explaining an example of the operation of the determination unit 24 and the alarm data output unit 25. The database unit 23 stores a database of specific travel data of the following vehicle 12 and the my vehicle 11 with which the my vehicle 11 is likely to collide with each other. The determination unit 24 determines whether or not the leading vehicle 11 and the following vehicle 12 are likely to collide with each other based on the traveling data acquired by the traveling data acquisition unit 52 and the database of the specific traveling data stored in the database unit 23.

Fig. 11 is a schematic diagram showing an example of a relationship between the traveling speed of the host vehicle 11 and time when an appropriate braking operation is performed and a sudden braking operation that induces a rear-end collision is not performed. The warning data output unit 25 does not output the warning data when the determination unit 24 determines that sudden braking operation of the own vehicle 11 is not performed and that there is no possibility of collision between the own vehicle 11 and the following vehicle 12, based on the traveling data acquired by the traveling data acquisition unit 52 and the database of the specific traveling data stored in the database unit 23. Similarly, in the case where it is determined by the determination portion 24 that the sharp steering operation of the own vehicle 11 is not performed and the own vehicle 11 is unlikely to collide with the following vehicle 12, based on the traveling data acquired by the traveling data acquisition portion 52 and the database of the specific traveling data stored in the database portion 23, the alarm data output portion 25 does not output the alarm data.

Fig. 12 is a schematic diagram showing an example of a relationship between the traveling speed of the own vehicle 11 and time when sudden braking operation for inducing a rear-end collision is performed. The warning data output unit 25 outputs warning data when the determination unit 24 determines that sudden braking of the leading vehicle 11 that has caused a rear-end collision is performed and that there is a possibility that the leading vehicle 11 may collide with the following vehicle 12, based on the traveling data acquired by the traveling data acquisition unit 52 and the database of the specific traveling data stored in the database unit 23. Similarly, the warning data output unit 25 outputs warning data when the determination unit 24 determines that the abrupt steering operation of the leading vehicle 11 that induces the rear-end collision is performed and that there is a possibility that the leading vehicle 11 may collide with the following vehicle 12, based on the traveling data acquired by the traveling data acquisition unit 52 and the database of the specific traveling data stored in the database unit 23.

The alarm data output from the alarm data output unit 25 is supplied to the alarm device 41. Thus, as described with reference to fig. 2, the alarm device 41 operates. The warning data output from the warning data output unit 25 may be supplied to the control device of the following vehicle 12 via the wireless communication device 42 and the wireless communication device 43. Thereby, as described with reference to fig. 3, the display device 46 operates. By the operation of the warning device 41 or the display device 46, the attention of the driver of the following vehicle 12 is drawn. The driver of the following vehicle 12 can take measures for avoiding a collision with the my vehicle 11. The driver of the following vehicle 12 can perform a braking operation in time or change the lane to a lane different from the lane on which the own vehicle 11 travels, in order to avoid a collision with the own vehicle 11.

In the present embodiment, even after the following vehicle 12 is not present in the own vehicle 11, the determination unit 24 outputs the warning data to the warning data output unit 25 when determining that the sudden steering operation of the own vehicle 11 or the sudden braking operation of the own vehicle 11 that induces the rear-end collision is performed, based on the traveling data of the own vehicle 11 acquired by the traveling data acquisition unit 52 and the database of the specific traveling data stored in the database unit 23.

Further, the determination unit 24 determines whether or not the leading vehicle 11 and the following vehicle 12 are likely to collide with each other based on the position data acquired by the position data acquisition unit 53 and the database of the specific position data stored in the database unit 23. The warning data output unit 25 outputs warning data to the following vehicle 12 when the determination unit 24 determines that there is a possibility of a collision.

Fig. 13 and 14 are diagrams for explaining an example of the operation of the determination unit 24 and the alarm data output unit 25. As described above, the database unit 23 stores the database of the specific position data of the my vehicle 11 in which the my vehicle 11 and the following vehicle 12 are likely to collide with each other. The determination unit 24 determines whether or not the leading vehicle 11 and the following vehicle 12 are likely to collide with each other based on the position data acquired by the position data acquisition unit 53 and the database of the specific position data stored in the database unit 23.

Fig. 13 is a schematic diagram showing an example when the my vehicle 11 approaches a specific location where a rear-end collision is likely to occur. In the case where it is determined that the distance between the current position of the my vehicle 11 traveling to the specific position where the rear-end accident is likely to occur and the specific position is less than or equal to the predetermined threshold value from the database of the position data acquired by the position data acquisition section 53 and the specific position data stored in the database section 23, the determination section 24 determines that the my vehicle 11 is likely to collide with the following vehicle 12. The current position of the own vehicle 11 is acquired by the position data acquiring unit 53 based on the detection result of the GPS receiver 34. The specific position is stored in the database unit 23. The determination unit 24 can determine the distance between the current position of the own vehicle 11 and the specific position based on the current position of the own vehicle 11 acquired by the position data acquisition unit 53 and the database of the specific position data stored in the database unit 23. The alarm data output unit 25 outputs alarm data when the determination unit 24 determines that the leading vehicle 11 and the following vehicle 12 are likely to collide with each other. The warning data output unit 25 outputs warning data at a timing when the own vehicle 11 is present in front of the specific position.

Fig. 14 is a schematic diagram showing an example when my vehicle 11 approaches a specific location where a rear-end collision is likely to occur. The alarm data output unit 25 outputs alarm data when the determination device 24 determines that the distance between the current position of the host vehicle 11 traveling to the specific position where the rear-end collision is likely to occur and the specific position is equal to or less than a predetermined threshold value, based on the position data acquired by the position data acquisition unit 53 and the specific position data stored in the database unit 23. The warning data output unit 25 outputs warning data at a timing when the own vehicle 11 is present in front of the specific position.

The alarm data output from the alarm data output unit 25 is supplied to the alarm device 41. Thereby, as described with reference to fig. 2, the alarm device 41 operates. The warning data output from the warning data output unit 25 may be supplied to the control device of the following vehicle 12 via the wireless communication device 42 and the wireless communication device 43. Thereby, as described with reference to fig. 3, the display device 46 operates. By the operation of the warning device 41 or the display device 46, the attention of the driver of the following vehicle 12 is drawn. The driver of the following vehicle 12 can take measures for avoiding a collision with the my vehicle 11.

In the present embodiment, even after the following vehicle 12 does not exist in the own vehicle 11, when the determination unit 24 determines that the own vehicle 11 is close to a specific location where a rear-end collision is likely to occur, based on the location data of the own vehicle 11 acquired by the location data acquisition unit 53 and the database of the specific location data stored in the database unit 23, the warning data is transmitted to the warning data output unit 25.

Fig. 15 is a schematic diagram showing an example of the relationship between the traveling speed of the my vehicle 11 and the position of the my vehicle 11 when the my vehicle 11 approaches a specific position where a rear-end collision is likely to occur. The driver of the my vehicle 11 performs an appropriate braking operation in order to stop at a specific position such as the position of the traffic signal 47 and the position of the intersection 49. Thus, as shown in fig. 15, the traveling speed of the my vehicle 11 decreases as it approaches the specific position.

In the present embodiment, the determination unit 24 outputs the warning data from the warning data output unit 25 when the current position and the specific position of the own vehicle 11 are determined to be equal to or less than the predetermined threshold value before the driver of the own vehicle 11 performs the braking operation. Thus, the following vehicle 12 draws attention at an earlier stage before the my vehicle 11 reaches the specific location.

As described above, according to the present embodiment, the following vehicle data acquisition unit 51 and the position data acquisition unit 53 are used to learn and database the specific travel conditions of the leading vehicle 11 that has caused the rear-end collision. Further, according to the present embodiment, the following vehicle data acquisition unit 51 and the position data acquisition unit 53 are used to learn and database the specific position of the leading vehicle 11 where the rear-end collision is likely to occur.

There are many similar driving conditions of my vehicle 11 that induce a rear-end accident. That is, there are many similar emergency driving conditions of the driver of my vehicle 11 that are about to be collided with by the following vehicle 12.

In addition, there are many similar locations where rear-end collisions are likely to occur. That is, there are many similar emergency locations and surrounding environments for the driver of my vehicle 11 that are about to be rear-ended by the following vehicle 12.

According to the present embodiment, a situation in which a rear-end collision is likely to occur is learned, and the situation is databased. That is, the driving method of my vehicle 11 that induces a rear-end collision, such as what is called devil driving, the driver of my vehicle 11 that induces a rear-end collision, such as what is called devil driver, and the places where rear-end collisions are likely to occur, such as what is called devil ramps, devil curves, and devil intersections, are specified by learning, and are made into a database.

Through the constructed database, in the case where the my vehicle 11 travels under the traveling condition where the rear-end collision is likely to occur, or the my vehicle 11 is close to the location where the rear-end collision is likely to occur, the warning data is output from the my vehicle 11 to the following vehicle 12. Thereby, the driver of the following vehicle 12 can take measures to avoid a collision with the my vehicle 11.

In the present embodiment, the driver of the vehicle 11 of the vehicle of. This can avoid collision of the own vehicle 11 with the following vehicle 12 when a past emergency situation occurs.

In the present embodiment, the following vehicle data, one or both of the travel data and the position data are used for the database construction. Thus, a highly accurate database for avoiding rear-end accidents is constructed. On the other hand, for the determination of the possibility of collision and the output of the warning data, one or both of the travel data and the position data are used without using the following vehicle data. That is, in the stage of constructing the database, although the following vehicle sensor 31 is used, in the stage of using the database, the following vehicle sensor 31 is not used. Therefore, the alarm can be issued at an early stage based on one or both of the travel data and the position data of the own vehicle 11 regardless of the presence or absence of the following vehicle 12 or regardless of the presence or absence of the following vehicle 12 in the detection area of the following vehicle sensor 31. Thus, rear-end accidents can be prevented with high probability.

In the present embodiment, the distribution unit 26 that distributes the specific position data to the other vehicle is provided in the my vehicle 11. My vehicle 11 distributes specific location data to other vehicles via the communication network 44. In the case where the my vehicle 11 is a vehicle to which a transportation company such as a freight company, a passenger car company, and a taxi company belongs, by distributing the specific location data acquired by the my vehicle 11 to other vehicles to which the transportation company belongs, it is possible to drive with special attention when the drivers of the other vehicles are in the vicinity of a specific location. Further, a more enriched database is constructed by sharing the database of the specific position data constructed by the own vehicle 11 with other vehicles and storing it in the database section 23 of the respective vehicles. Further, a database of specific locations built by other vehicles may also be distributed to my vehicle 11. The database stored in the database portion 23 of the my vehicle 11 is enriched by storing the specific position data distributed from the other vehicles in the database portion 23 of the my vehicle 11. For example, specific position data that my vehicle 11 has not passed experience may be distributed from another vehicle and stored in the database unit 23 of my vehicle 11. The database of the specific position data created by the passage of the my vehicle 11 and the database of the specific position data created by the passage of another vehicle without the passage of the my vehicle 11 are both stored in the database unit 23 of the my vehicle 11, thereby enriching the database of the specific position data stored in the database unit 23 of the my vehicle 11.

< second embodiment >

The second embodiment will be explained. In the following description, the same or equivalent components as those in the above-described embodiment are denoted by the same reference numerals, and the description thereof is simplified or omitted.

Fig. 16 is a diagram for explaining an example of the operation of the collision avoidance system 100 according to the present embodiment. Fig. 16 is a diagram schematically showing a plurality of pieces of specific position data stored in the database unit 23. In the present embodiment, as shown in fig. 16, at the stage of constructing the database, the plurality of specific position data stored in the database unit 23 are classified according to the level of the possibility of collision. In the example shown in fig. 16, the database unit 23 stores specific position data indicating a specific position a, specific position data indicating a specific position B, and specific position data indicating a specific position C.

In the present embodiment, the level of the possibility of collision includes the number of times of extraction of the specific position of the my vehicle 11 extracted by the specific situation extraction section 22 as the my vehicle 11 with which the following vehicle 12 is likely to collide. In other words, the level of the possibility of collision is the number of times (extracted number of times) that the my vehicle 11 and the following vehicle 12 are likely to collide with each other at the same position determined by the specific situation extraction section 22 in the construction stage of the database.

For example, in the case where the my vehicle 11 is a route distribution vehicle, the my vehicle 11 is likely to pass through the same position (the same traffic light, the same intersection, and the like) a plurality of times during a fixed period (one day, one week, one month, and the like). When the my vehicle 11 passes from the same position a plurality of times, the specific situation extraction portion 22 determines whether the passing position is a position where the my vehicle 11 is likely to collide with the following vehicle 12, based on the following vehicle data acquired by the following vehicle data acquisition portion 51 and the position data acquired by the position data acquisition portion 53 each time the my vehicle 11 passes from the same position.

The number of times determined by the specific-situation extraction section 22 may differ when the my vehicle 11 is likely to collide with the following vehicle 12 depending on the position of the road. For example, in the construction stage of the database, there are sometimes positions that are determined to be likely to collide all the time, and there are sometimes positions that are determined to be likely to collide occasionally.

In the example shown in fig. 16, the levels of likelihood of collision (risk levels) at three specific positions (specific position a, specific position B, and specific position C) are classified according to the number of times of extraction of the three specific positions. In the example shown in fig. 16, of the specific location a, the specific location B, and the specific location C, the risk level of the specific location C is the highest, and the risk level of the specific location a is the lowest next to the specific location C.

In the present embodiment, the alarm data output unit 25 changes the timing of inputting the alarm data in accordance with the risk level stored in the specific position of the database unit 23 at the stage of using the database.

Fig. 17 is a diagram schematically showing the timing at which alarm data is output from the alarm data output unit 25 in accordance with the risk level at a specific position. Fig. 17 shows a relationship between a distance from the position R of the own vehicle 11 traveling to the specific position (A, B, C) to the specific position (A, B, C) and a timing of the warning data output from the warning data output unit 25.

As shown in fig. 17, when the leading vehicle 11 travels to the specific position a, the warning data output unit 25 outputs warning data at a timing when the distance between the position R of the leading vehicle 11 and the specific position C becomes the distance LC. When the leading vehicle 11 travels to the specific position B, the warning data output unit 25 outputs warning data at a timing when the distance between the position R of the leading vehicle 11 and the specific position B becomes a distance LB shorter than the distance LC. When the leading vehicle 11 travels to the specific position a, the warning data output unit 25 outputs warning data at a timing when the distance between the position R of the leading vehicle 11 and the specific position a is a distance LA shorter than the distance LB. The warning data output unit 25 can determine the position R of the own vehicle 11 based on the position data acquired by the position data acquisition unit 53.

That is, when the my vehicle 11 travels to the specific position C where the risk level is high, the alarm data output unit 25 outputs the alarm data at the timing when the my vehicle 11 is sufficiently far from the specific position C. When the my vehicle 11 travels to the specific position a where the risk level is low, the warning data output unit 25 outputs warning data after the my vehicle 11 approaches the specific position a.

As described above, according to the present embodiment, in the database construction stage, the plurality of specific position data are classified according to the risk level indicating the level of the possibility of collision. In the stage of using the database, the alarm data output section 25 changes the timing of outputting the alarm data in accordance with the level of risk. Thus, when the my vehicle 11 travels to the specific position C where the risk level is high, the my vehicle 11 outputs the warning data at a timing sufficiently far from the specific position C, so that the following vehicle 12 can draw the attention of the driver of the following vehicle 12 at a timing at which the following vehicle 12 is located far from the specific position C. On the other hand, when the my vehicle 11 travels to the specific position a where the risk level is low, the warning data is output after the my vehicle 11 approaches the specific position a, so that excessive warning to the driver of the following vehicle 12 is suppressed, and the driver of the following vehicle 12 is suppressed from feeling troublesome.

As shown in fig. 18, in the present embodiment, the warning data output unit 25 may change the timing of outputting the warning data based on the driver identification data acquired by the driver identification data acquisition unit 54. As described above, in the case where the my vehicle 11 is a vehicle to which a transportation company belongs, a plurality of drivers may alternately drive one my vehicle 11. For example, a driver with a high experience may drive the vehicle 11, and a driver with a low experience may drive the vehicle 11.

Fig. 18 shows a relationship between a distance from the position R of the own vehicle 11 to the specific position Z and a timing at which the warning data is output from the warning data output unit 25 when the driver of the own vehicle 11 is an experienced driver and a less experienced driver, respectively, when the own vehicle 11 travels to the same specific position Z.

As shown in fig. 18, when the own vehicle 11 travels to the specific position Z by driving by a less experienced driver, the warning data output unit 25 outputs warning data at a timing when the distance between the position R of the own vehicle 11 and the specific position Z becomes the distance LD. When the vehicle 11 travels to a specific position by driving by an experienced driver, the warning data output unit 25 outputs warning data at a timing when the distance between the position R of the vehicle 11 and the specific position Z becomes a distance LE shorter than the distance LD.

Even in the case where the my vehicle 11 travels to the same specific position Z, the rear-end collision is more likely to occur in the case where the inexperienced driver drives than in the case where the inexperienced driver drives due to the difference (technical difference) in the driving conditions between the inexperienced driver and the inexperienced driver. Therefore, the timing of outputting the warning data is changed based on the driver identification data, and when a less experienced driver drives, the warning data is output at a timing at which the leading vehicle 11 is sufficiently far from the specific position Z, so that the driver of the following vehicle 12 can be brought to the attention of the driver at a timing at which the following vehicle 12 exists at a position far from the specific position Z. Thereby, the collision of the my vehicle 11 with the following vehicle 12 is avoided. On the other hand, when the experienced driver drives, the vehicle 11 of the own vehicle outputs the warning data after approaching the specific position Z, thereby suppressing excessive warning from being given to the driver of the following vehicle 12 and suppressing the driver of the following vehicle 12 from feeling troublesome.

As shown in fig. 19, the alarm data output unit 25 may change the timing of outputting the alarm data based on the time data acquired by the time data acquisition unit 55. For example, my vehicle 11 sometimes travels in the daytime and sometimes travels in the nighttime.

Fig. 19 shows a relationship between a distance from the position R of the own vehicle 11 to the specific position Z and a timing of outputting the warning data from the warning data output unit 25 when the own vehicle 11 travels to the same specific position Z and when the own vehicle 11 travels in the daytime and at night, respectively.

As shown in fig. 19, when the own vehicle 11 travels to the specific position Z at night, the alarm data output unit 25 outputs alarm data at a timing when the distance between the position R of the own vehicle 11 and the specific position Z becomes a distance LF. When the vehicle 11 travels to the specific position Z in the daytime, the warning data output unit 25 outputs warning data at a timing when the distance between the position R of the vehicle 11 and the specific position Z is shorter than the distance LG.

Even in the case where the my vehicle 11 travels to the same specific position Z, the rear-end collision is more likely to occur at night than in the daytime due to the visibility of the driver and the like. Therefore, the timing of outputting the alarm data is changed in accordance with the time data, and in the case where the my vehicle 11 is traveling at night, by outputting the alarm data at the timing at which the my vehicle 11 is sufficiently far from the specific position Z, the following vehicle 12 draws attention of the driver of the following vehicle 12 at the timing at which the following vehicle 12 exists at a position far from the specific position Z. Thereby, the collision of the my vehicle 11 with the following vehicle 12 is avoided. On the other hand, when the vehicle 11 of the vehicle of.

The daytime may be classified into a plurality of risk levels according to the time data. For example, the probability of a pedestrian rushing out of the road is different between the early peak time period and the late daytime period. The early peak time zone is a time zone in which the host vehicle 11 is likely to cause a sudden braking operation or a sudden steering operation, and the timing of outputting the warning data may be changed between the morning time zone and the afternoon time zone in the daytime when the risk level is high.

As shown in fig. 20, the alarm data output unit 25 may change the timing of outputting the alarm data based on the weather data acquired by the weather data acquisition unit 56. For example, the my vehicle 11 may travel on a sunny day and may travel on a rainy day.

Fig. 20 shows a relationship between a distance from the position R of the host vehicle 11 to the specific position Z and a timing at which the warning data is output from the warning data output unit 25 when the host vehicle 11 travels to the same specific position Z and when the host vehicle 11 travels in both fine days and rainy days.

As shown in fig. 20, when the host vehicle 11 travels to the specific position Z in rainy weather, the warning data output unit 25 outputs warning data at timing when the distance between the position R of the host vehicle 11 and the specific position Z becomes the distance LH. When the vehicle 11 travels to the specific position Z on a clear day, the warning data output unit 25 outputs warning data at a timing when the distance between the position R of the vehicle 11 and the specific position Z becomes a distance LI shorter than the distance LH.

Even in the case where the my vehicle 11 travels to the same specific position Z, the rear-end collision is more likely to occur in rainy days than in fine days due to the change in the braking performance of the tires of the following vehicles 12, the visibility of the driver, and the like. Therefore, the timing of outputting the alarm data is changed in accordance with the weather data, and in the case where the my vehicle 11 is traveling on a rainy day, the subsequent vehicle 12 can draw the attention of the driver of the subsequent vehicle 12 at a timing existing at a position far from the specific position Z by outputting the alarm data at a timing at which the my vehicle 11 is sufficiently far from the specific position Z. Thereby, the collision of the my vehicle 11 with the following vehicle 12 is avoided. On the other hand, when the vehicle 11 of the vehicle.

In the present embodiment, a database may be constructed under a certain predetermined condition, and the constructed database may be used. For example, it is also possible to construct a database including one or both of the specific travel data and the specific position travel data by traveling the own vehicle 11 by an experienced driver during daytime on a sunny day, and store the constructed data in the database unit 23. The warning data output unit 25 may change the timing of outputting the warning data based on the constructed database and at least one of the driver identification data, the time data, and the weather data.

< third embodiment >

The third embodiment will be explained. In the following description, the same or equivalent components as those in the above-described embodiment are denoted by the same reference numerals, and the description thereof is simplified or omitted.

Fig. 21 is a diagram for explaining an example of the operation of the collision avoidance system 100 according to the present embodiment. In the stage of constructing the database, the plurality of specific position data stored in the database unit 23 are classified according to the level of possibility of collision (risk level) as in the second embodiment described above. In the example shown in fig. 21, the database unit 23 stores specific position data indicating a specific position a, specific position data indicating a specific position B, and specific position data indicating a specific position C. The specific location C has the highest risk level among the specific location a, the specific location B, and the specific location C, and the specific location a has the lowest risk level next to the specific location C.

In the present embodiment, at the stage of using the database, the determination unit 24 selects specific position data for determining that there is a possibility of collision between the own vehicle 11 and the following vehicle 12, from among the specific position data of the plurality of risk levels stored in the database unit 23, based on the driver identification data.

For example, when the my vehicle 11 is traveling to the specific location a, the determination unit 24 does not determine whether or not the my vehicle 11 and the following vehicle 12 may collide with each other when the driver of the my vehicle 11 is an experienced driver. The alarm data output section 25 does not output the warning data. Further, the determination unit 24 does not determine whether the leading vehicle 11 and the following vehicle 12 may collide with each other, when the leading vehicle 11 travels to the specific position B and when the driver of the leading vehicle 11 is an experienced driver. The alarm data output section 25 does not output the warning data. When the my vehicle 11 is traveling to the specific location C, and when the driver of the my vehicle 11 is an experienced driver, the determination unit 24 does not determine whether or not the my vehicle 11 and the following vehicle 12 may collide. When the determination unit 24 determines that there is a possibility of collision, the alarm data output unit 25 outputs warning data.

When the my vehicle 11 is traveling to the specific location a, and when the driver of the my vehicle 11 is a less experienced driver, the determination unit 24 determines whether or not the my vehicle 11 and the following vehicle 12 are likely to collide. When the vehicle 11 is traveling to the specific location B and the driver of the vehicle 11 is a less experienced driver, the determination unit 24 determines whether or not the vehicle 11 may collide with the following vehicle 12. When the leading vehicle 11 is traveling to the specific location C, and when the driver of the leading vehicle 11 is a less experienced driver, the determination unit 24 determines whether or not the leading vehicle 11 and the following vehicle 12 are likely to collide. When the determination unit 24 determines that there is a possibility of collision, the alarm data output unit 25 outputs warning data.

As described above, in the example described with reference to fig. 21, when the driver is an experienced driver, the determination unit 24 selects the specific position data indicating the specific position C from the plurality of specific position data stored in the database unit 23. When the driver is a less experienced driver, the determination unit 24 selects specific position data indicating the specific position a, specific position data indicating the specific position B, and specific position data indicating the specific position C from among the plurality of specific position data stored in the database unit 23.

For example, even in the case where the my vehicle 11 is traveling to the specific location a of the same risk level, the rear-end collision is more likely to occur in the case where the less experienced driver is driving than in the case where the less experienced driver is driving due to the difference (technical difference) in the driving conditions between the experienced driver and the less experienced driver. Therefore, by selecting the position data used for the determination by the determination unit 24 based on the driver identification data, the warning data is output and the attention of the driver of the following vehicle 12 is drawn when the driver with little experience drives. In the case of driving by an experienced driver, it is not determined whether or not there is a possibility of collision between the own vehicle 11 and the following vehicle 12 with respect to specific position data having a low level of risk, and warning data is not output. This suppresses excessive warning of the driver of the following vehicle 12, and suppresses the driver of the following vehicle 12 from feeling troublesome.

As shown in fig. 22, the determination unit 24 selects specific position data to be used for determination from among the plurality of specific position data stored in the database unit 23 based on the time data acquired by the time data acquisition unit 55.

In the example shown in fig. 22, at the stage of using the database, the determination unit 24 selects, from among the specific position data of the plurality of risk levels stored in the database unit 23, the specific position data used for determining the possibility of collision between the leading vehicle 11 and the following vehicle 12, based on the time data.

For example, in a case where the my vehicle 11 travels toward the specific location a in the daytime, the determination section 24 does not determine whether or not the my vehicle 11 and the following vehicle 12 are likely to collide. The alarm data output section 25 does not output the warning data. Further, the determination section 24 does not determine whether the my vehicle 11 is likely to collide with the following vehicle 12 in a case where the my vehicle 11 travels toward the specific position B in the daytime. The alarm data output section 25 does not output the warning data. The determination portion 24 determines whether the my vehicle 11 is likely to collide with the following vehicle 12 in a case where the my vehicle 11 travels toward the specific location C in the daytime. When the determination unit 24 determines that there is a possibility of collision, the alarm data output unit 25 outputs warning data.

In the case where the my vehicle 11 is traveling toward the specific location a at night, the determination section 24 determines whether or not the my vehicle 11 and the following vehicle 12 are likely to collide. In the case where the my vehicle 11 is traveling toward the specific location B at night, the determination section 24 determines whether or not the my vehicle 11 and the following vehicle 12 are likely to collide. In the case where the my vehicle 11 is traveling toward the specific location C at night, the determination section 24 determines whether or not the my vehicle 11 and the following vehicle 12 are likely to collide. When the determination unit 24 determines that there is a possibility of collision, the alarm data output unit 25 outputs warning data.

In the example described with reference to fig. 22, when the own vehicle 11 is traveling in the daytime, the determination unit 24 selects specific position data indicating the specific position C from among the plurality of specific position data stored in the database unit 23. In the case where the my vehicle 11 is traveling at night, the determination unit 24 selects, among the plurality of specific position data stored in the database unit 23, specific position data indicating the specific position a, specific position data indicating the specific position B, and specific position data indicating the specific position C.

For example, even in the case where the my vehicle 11 travels to the specific location a of the same risk level, a rear-end collision is more likely to occur in the case of night travel than in the case of daytime travel due to the visibility of the driver. Therefore, by selecting the position data used for the determination by the determination unit 24 based on the time data, the warning data is output and the attention of the driver of the following vehicle 12 is drawn when the vehicle is traveling at night. In the case of daytime running, it is not determined whether there is a possibility of collision between the vehicle 11 of the own party and the following vehicle 12 with respect to the specific position data having a low level of risk, and the warning data is not output. This suppresses excessive warning of the driver of the following vehicle 12, and suppresses the driver of the following vehicle 12 from feeling troublesome.

As shown in fig. 23, the determination unit 24 selects specific position data to be used for determination from among the plurality of specific position data stored in the database unit 23, based on the weather data acquired by the weather data acquisition unit 56.

In the example shown in fig. 23, at the stage of using the database, the determination unit 24 selects specific position data for determining the possibility of collision between the own vehicle 11 and the following vehicle 12 from among the specific position data of the plurality of risk levels stored in the database unit 23 based on the weather data.

For example, when the my vehicle 11 travels to the specific position a on a sunny day, the determination unit 24 does not determine whether or not the my vehicle 11 and the following vehicle 12 are likely to collide. The alarm data output section 25 does not output the warning data. Further, in the case where the my vehicle 11 travels to the specific position B on a clear day, the determination unit 24 does not determine whether or not the my vehicle 11 and the following vehicle 12 are likely to collide. The alarm data output section 25 does not output the warning data. When the my vehicle 11 travels to the specific location C on a clear day, the determination unit 24 determines whether or not the my vehicle 11 and the following vehicle 12 are likely to collide. When the determination unit 24 determines that there is a possibility of collision, the alarm data output unit 25 outputs warning data.

In the case where the my vehicle 11 is traveling toward the specific position a on a rainy day, the determination section 24 determines whether or not the my vehicle 11 and the following vehicle 12 are likely to collide. In the case where the my vehicle 11 travels toward the specific position B on a rainy day, the determination section 24 determines whether or not the my vehicle 11 and the following vehicle 12 are likely to collide. In the case where the my vehicle 11 travels toward the specific position C on a rainy day, the determination section 24 determines whether or not the my vehicle 11 and the following vehicle 12 are likely to collide. When the determination unit 24 determines that there is a possibility of collision, the alarm data output unit 25 outputs warning data.

In the example described with reference to fig. 23, when the own vehicle 11 travels on a clear day, the determination unit 24 selects specific position data indicating the specific position C from among the plurality of specific position data stored in the database unit 23. In the case where the my vehicle 11 is traveling in rainy weather, the determination unit 24 selects, among the plurality of specific position data stored in the database unit 23, specific position data indicating the specific position a, specific position data indicating the specific position B, and specific position data indicating the specific position C.

For example, even in the case where the my vehicle 11 travels to the specific position a of the same risk level, the rear-end collision is more likely to occur in the case of traveling on rainy days than in the case of traveling on fine days due to the variation in braking performance of the tires of the following vehicle 12 and the visibility of the driver. Therefore, by selecting the position data for determination by the determination unit 24 based on the weather data, the warning data is output and the attention of the driver of the following vehicle 12 is drawn when the vehicle is traveling in a rainy weather. When the vehicle is traveling on a clear day, the vehicle 11 and the following vehicle 12 are not determined to be likely to collide with each other for the specific position data having a low risk level, and no warning data is output. This suppresses excessive warning of the driver of the following vehicle 12, and suppresses the driver of the following vehicle 12 from feeling troublesome.

In the present embodiment, a database may be constructed under a certain predetermined condition, and the constructed database may be used. For example, a database including one or both of the specific travel data and the specific position travel data may be constructed by traveling the own vehicle 11 by a less experienced driver at night in rainy weather, and the constructed database may be stored in the database unit 23. The determination unit 24 may select specific position data for determination from among the plurality of specific position data stored in the database unit 23, based on the constructed database, and at least one of the driver identification data, the time data, and the weather data.

In each of the above embodiments, a database may be constructed in which the driver identification data is associated with one or both of the specific travel data and the specific position data. For example, it may be difficult to extract specific travel data or specific location data in the case where the database is constructed by experienced drivers, and easy to extract specific travel data or specific location data in the case where the database is constructed by less experienced drivers. The database unit 23 may store both a database constructed by experienced drivers and a database constructed by inexperienced drivers, and may select the database constructed by experienced drivers based on the driver identification data when the database is used by the experienced drivers in the stage of using the database, or select the database constructed by inexperienced drivers based on the driver identification data when the database is used by the inexperienced drivers.

In each of the above embodiments, a database may be constructed in which one or both of the specific travel data and the specific position data are associated with the time data. For example, it may be difficult to extract specific travel data or specific location data in the case of building a database in the daytime and easier to extract specific travel data or specific location data in the case of building a database in the nighttime. In the database unit 23, both the database constructed in the daytime and the database constructed at night may be stored, and in the stage of using the database, when the database is used in the daytime, the database constructed in the daytime may be selected based on the time data, and when the database is used in the night, the database constructed at night may be selected based on the time data.

In the above-described embodiments, a database may be constructed in which one or both of the specific travel data and the specific position data are associated with the weather data. For example, it may be difficult to extract specific travel data or specific position data when the database is constructed on a clear day, and easier to extract specific travel data or specific position data when the database is constructed on a rainy day. The database unit 23 may store both the database constructed in fine weather and the database constructed in rainy weather, and in the stage of using the database, when the database is used in fine weather, the database constructed in fine weather may be selected based on the weather data, and when the database is used in rainy weather, the database constructed in rainy weather may be selected based on the weather data.

Description of the symbols

11 my vehicle

12 follow-up vehicle

13 tyre

14 running device

15 vehicle body

16-turn device

17 steering wheel operation part

18 brake device

19 brake operating part

20 control device

21 data acquisition part

22 specific situation extracting part

23 database part

24 judging unit

25 alarm data output unit

26 dispensing section

31 subsequent vehicle sensor

32 speed sensor

33 steering wheel sensor

34 GPS receiver

35 identification data input device

36 timer

37 rain sensor

41 alarm device

42 radio communication device

43 radio communication device

44 communication network

45 data distribution company

46 display device

47 signal machine

48 curves

49 intersection point

51 following vehicle data acquisition part

52 running data acquisition unit

53 position data acquisition unit

54 driver identification data acquisition unit

55 time data acquisition unit

56 meteorological data obtaining unit

100 collision avoidance system

Claims (1)

1. A collision avoidance system is provided with:

a following vehicle data acquisition unit that is provided in the vehicle of the own party and acquires following vehicle data indicating a relative position and a relative speed with respect to a following vehicle that runs behind the vehicle of the own party;

a travel data acquisition unit that is provided in the vehicle of;

a position data acquisition unit provided in the vehicle and configured to acquire position data indicating a position of the vehicle,

a specific situation extraction unit that is provided in the own vehicle, extracts specific travel data indicating a specific travel condition of the own vehicle with which the own vehicle is likely to collide and specific position data indicating a specific position from the following vehicle data, the travel data, and the position data, and extracts the specific travel data and the specific position data and classifies a level of possibility of the collision based on the number of times of extraction when the relative speed with the following vehicle is equal to or higher than a predetermined speed and the relative distance with the following vehicle is equal to or lower than a predetermined distance;

a database unit provided in the vehicle of the own party and storing a plurality of the specific travel data, the specific position data, and the level of the possibility of the collision in association with each other;

a determination unit provided in the vehicle of the;

an alarm data output unit provided in the vehicle of the own party and configured to output alarm data for the following vehicle when the determination unit determines that the collision is likely to occur; and

a distribution section provided in the my vehicle and distributing the associated specific travel data, the specific position data, and the level of the possibility of collision to another vehicle,

the alarm data output section changes a timing of outputting the alarm data according to the level of the possibility of the collision.

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